Metal crosstie



Nav. 3,;192'5. v1,560,069

F'. L. MCMANUS ET AL.

METAL GROSSTIE Original Filed April '7, 1924 4 Sheets-Sheet J,

wie

Nov. 3,1925. 1,560,069f

F. L.. McMANUs ET AL K METAL cRossTm original Filed April v', 1924 4-sheetssheet 2 ,....ln u

Nav. 3,1925. 1,560,09

y F. L. MGMANUS ET AL s METAL CROSSTIE original lFiled Aprn v, 1924 4 Sheets-sheut @9 59 Y .i I:

Nav. 3,1925. '1,560,069

F. L. McMANUS E T AL METAL CROSISTIE Original Filed April '7. 1924 4 Sheets-Sheet 4 Patented Nov. 3, 1925.

UNITED STATES PATENT OFFICE.A

FELIX L. MCMANUS, 0F PHILADELPHIA, PENNSYLVANIA, AND CHARLES P. RIMMEL,

OF GARY, INDIANA.

METAL cRossrIE.

Continuation of application Serial No. 704,573, filed April 7, `1924. i This application filed` April 15, 1925.

' Serial No. 23,192.

- To all whom t may concern:

Be it known that we, FELIX L. MCMANUS and CHARLES P. KIMMEL, citizens of the United States, residing, respectively, at Philadelphia, in the county of'Philadelphi'a, and State of Pennsylvania, and at Gary, 1n the county of Lake and State of Indiana, have jointly invented certain new and useful Improvements in Metal Crossties, of which the following is a specication.

The present invention relates to metal cross ties.

This application is a continuation as to common subject matter of application bearing Serial No. 704,573, filed April 7 1924, by the present applicants.

The present invention relates to cross ties such as are used'in railroadwork for supporting the railroad rails. It has been common practice in the past to provide cross ties of wood, but with the increase of-cost due to depletion of the timber supply and due to the need for greater'resisting power on account of the increased wheelloads impressed upon the ties by the passing trains, the wooden ties are being replaced by metal ties.

Certain known types of metal ties oder great resistance to load, but lack the resiliency and springiness which the wooden tie possesses, which help to absorb the shocks to which the rail is exposed over its supports, which shocks cause the steel fibres in the rail to crystalliz'e and the rail to lose strength and become broken.

An object of the present invention is to provide a metallic railroad tie which oii'ers a proper resistance to load but which avoids the objections above recited.

A further object isto provide a metallic railroad tie of great strength which combines resiliency with relative low cost of production and operation.

A further object is to provide a metallic railway tie which co-mbines with the advan- A tf1-ges of strength and resilience the advantage of convenience in securing and adjusting a railroad rail upon said tie.

A further object is to provide a railroad tie construction involving convenient and effective means for fastening a railroad rail i thereto.

Further objects will appear as the description proceeds. f v

Referring to the drawings- Figure 1 is a top plan view illustrating one embodiment of the present invention;

Figure 1a is a view analogous to Figure 1 but showing a modiedholding means;`

Figure 2 is a sectional view taken along the plane indicated by the arrows 2 2 of Figure 1;

Figure 2a is a sectional view analogous to Figure 2 but taken along the line 2*- fi of Figure la;

Figure 2b is a sectional view analogous to Figures 2 and 2a but showing another form of rail holding means;

Figure 3 is a sectional view taken along the plane indicated by the arrows 3 3 of Figure 2;

Figure k3a illustrates a modified form of the cross tie shown in Figure 3;

Figures 3b and 3c illustrate further modilications of the structure shown in Figures 3 and 3a;

Figures 4 and 5 are views of a tie rod used for securing the railroad rail to the tie;

Figures 6 and 7 are sectional and side elevational views, respectively, of a tie plate used in connection with the present invention;

Figures 8 and 9 are views of ananchorV used 1n connection with trated in Figures 4 and 5;

Figures 10 and 11 are views of a clamp used for holding the railroad rail in position upon the tie; and a i Figures 12 and 13 are views of a gauge piece having cooperative relationship with the clamp shown in Figures 10 and 11.

The numeral 1 indicates a member designed toform supports for railroad rails, one of whichis indicated in the drawings by the numeral 2. Said member 1` should be composed of tough resilient metal, rolled steel being a preferred material. The member 1 is rolled from steel to a plate section and given various thicknesses in the rolling processes, which thicknesses constitute charthe tie rod illusacteristics o-f the present invention. As best shown in Figure 3, the member l is of substantially tubular cross section, the bottom wall of which is corrugated, as indicated Vby the numeral 3.

1n a general way the member 1 may be described as being a hollow section with four sides and roundetlcorners 4'il'.lie up.- per and lower horizontal sides are fgQDQlal'ly parallel, the upper one being narrower than the lower one. clined, forming angles preferably, but not necessarily, o-fequal Obliquity with the parallel sides. According to the structure shown in Figure .3, the lower corners 1 4 are of thicker material for reinforcing purposes, said corners .4 1 constituting bulb sections. According to the structure shown in Figure 3, the `lower corners 4& 412 rare corrugated longitudinally of the member 1 for reinforcing purposes. The inclined sides .or walls, which are indicated 'by .the numerals 5 5, have .their upper portions flanged' oyer, as indicated byi-the numerals 6 6 (Figures `3 and 3a), the .adjacent edges of the flanges 6 6 being spaced apart to form a .slot 7, .the purpose of wliich xwill appear hereinafter. "Said slot 7' is located along the center line of vthe upper side yof i the member 1. 1t will be understood that though the upper and lower sides `of ,the tie are generally parallel, a certain ,degree of angularity ,may occur between the flanged over portions 6 6 without departing from the invention. According to the kstructure shown in Figure 3", the flanges .61) 61 yare inclined upwar'dly from the corner portions b 5l. In operation l"the flanges (5" 6b are adapted to :have a swingingfmotion about the corner VAportions "5b- 5b las fu'lcrums, while the side walls 5 5 have movement about the bulb sectionsf1=4 as fu'lcrums. 'It .will be understood, however, that the upward inclination of flanges (5" 6b may .be dispensedv with, if preferred.

1t is common practice in railroad work, whether a wooden or metal tie is used, to provide a shoe, commonly called a -tie plate, interposed Vbetween ,the tie and the rail which it supports. This tie plate has ordinarily one or more holes on either .side of thel rail for the reception of spikes (in the case of a wooden tie) or `bolts (in the case of steel ties) for holding purposes.

A tie plate is illustrated 'in the drawings of the present application, which tie plate presents certain decided advantages. vI t is to be understood, however, that wide variations in the ,type of tie plate may be used without departing from the scope of the present `invention.

' Ahe 'illustrated tie plate, indicated lby the numeral 8, is preferably made of .rolled steel and is given sucha cross .sectional con- The other two sides are in# 'of the -tie plate 8 are rounded olf downl`waufdily to coincide .with the rounded Q01- fneris .of the tie l.

As indicated in Figure 2, the bottom portion .ofthe tie 1 may be corrugated transverselyas indicated at 3, said transverse j corrugationsproviding a r`structure *having great strength. Holes 11 11 may be provided in the bottomr of the tie whereby draining will be permit-ted. "It will be .obvious Ithat the amount of resilience or `cushioning `can be varied '.by yp roper proportioning of the .bulbs ,4 4 of Figure 3 .or .the

corrugated corner portions La ta of Figure 3a. The amount of vresilience is also controlled by the proportioning and the degree of 'inolination of the @sides or walls `5 5 and, in the structure shown ,in Figure 3,

the amount of swinging movement of the `r flanges '6b 6b about the corner portions 5? 5.

,Referring ,to the meansv for fastening the railroadrail to the improved tie constituting the subject matter .o f the present invention, it will be noted that 4according to the structureshown yin Figures 1 and 2 the juxtaposed walls 6 6 of the tie are notched, as indicated 'by thenumerals 'l2-.12, et P01"- tions .adjacent to one side of ythe base of the railroad rail 2, said notches providing aligned transvers e ly extending walls 13 13 located on. one `side of the rail 2. The numerallfijindicates an anchor bolt, said vbolt having va ,hooked over end portiony 15 lprovided with the slanting gripping face 16. Said anchor bolt is also provided with laterally extending lugs 1t' 1,. vThe anchor boltvk llis o f size to pass readily alongl the ,slot 1,7 and maybe inserted in position with the lugs `1?' 17 lying within the ytie l. lSiirrouriding the base of the rail 2 is the electrical insulating member 18, which prevents the grounding of the rail to the meta] tie The hooked over end lportion 15 of the 'bolt 141V, and particularly the slanting face 16 thereof, firmly grips `one side portion ofthe base ofthe rail h2, the lugs 1.7 17- ofthe anchor bolt abutting against the under side o f the portions 6 6 of the tie 1, whereby ra clamping effect may be secured. Cooperating with theother side of lthebase of ,therail 2 is the clamp 19, adapted to extend through .the slot 7 at ,the `notches 12- 12 and having .e 'Portion 20 ense-ging with the under sides 'of the portions 6 6 of the tie 1. `The upper portion ofthe clamp 19 is provided with .the sloping face 21, Said facev 21 and said rportion n20,cooperating to provide a lirm grip `on the base of the rail 2. Cooperating with the clamp 19 is the gauge piece 22 adapted to abut against the shoulders 13 13. Y

The anchor bolt 14 is bent intermediate of its length so that the end thereof opposite to the hooked over portion 15 will, when said anchor bolt is in operative position, slant upwardly to a region above the tie 1; Cooperating with the anchor bolt 14 is the anchor 23, which, as indicated in Figure 8, may assume a bifurcated form, the bifurcations thereof being indicated by numerals 24 24. The anchor 23 lies within the notches 23 .,3\, which are located in the walls 6 6 at a region spaced longitudinally of the tie fro-m the notches 12 12. Said notches 23 23 provide aligned shoulde-rs 23--23 extendingtransversely of the tie. Each of the bifurcations 24-24 is provided with a projecting lug 25 adapted to underlie the portions 6 6 of lthe tie 1, the opposite side of the anchor 23 being provided with projecting lugs 2(5 26 adapted to abut against the upper side of the walls 6 6 of the tie 1. The space between the bifurca.- tions 24 24 is of sufficient size to receive the anchor bolt 14. The anchor bolt 14 may be screw-threaded at its extremity for the re-` ceptio-n of the nut 27, which may be held in place by means of a lock washer 2S. In service, the anchor 23 will assume an angular position, asbest shown in Figure 2, substantially normal to the slanting portion of the anchor bolt 14, the projecting lugs 25 25 and 26 26 being so disposed as to permit such an angular position.

Referring now to the functions of the anchor bolt 14 and its cooperating parts, it will be noted that with the anchor bolt in place, with its hooked over end portion 15 in cooperating relationship with one side ofv the railroad rail 2 and the clamp 19 and gauge piece 22 in cooperative relationship with the other side of the railroad rail 2 and with the anchor 23 in p-lace in the notches 23 23, the effect of turning down upon the nut 27 will be to hold the railroad rail 2 securely in position, movement to the right as the parts are viewed in Figures 1 and 2 being limited by shoulders 13 13 with which the gauge piece 22 engages. Move-- ment to the left, as the parts are viewed in Figure 2, will be eectively prevented by reason of the engagement between the anchor 23 and the shoulders opposite to the shoulders 23 23 of the railroadtie. It will be noted that the anchor bolt 14 occupies practically a horizontal position so that vibratory forces communicated by passing trains (which forces are usually in vertical direction) have little eilect upon the anchor bolt 14 and consequently there is little tendency for said anchor bolt to work loose. -The fastening members, including la and 2a the anchor bolt 14, clamp 19, gauge piece 22,- anchor 23 and nut 27 may be quickly applied and when once in place will-permanently remain so. Another advantage of having the anchor bolt 14 in the position illustrated and described is that it 1s at alltimes easy to inspect and can be tightened with a minimum of effort if for an reason the nut 27 should become loose. The parts constituting the fastening means may all be manufactured at small cost.

Figures 1a and 2a illustrate modiiied holding means for the railroad rail. According to the structure shown in these figures, a pair of clamps 29 29 are used, each adapted to have a gripping effect between the b-ase of the rail 2 and the under side of the upper walls `6 6 of thek tie, said clamps 29 29 being mounted wit-hin notches 30 30 in` said upper walls 6 6 adjacent to the longitudinally extending slot 7 .f The upper jaws o-f said clamps 29 29 are shown in contact with the electrical insulating member 18. Spaced laterally of the clamps 29 29 are the notches 31 31, `which provide aligned transversely disposed shoulders 32 32. Mounted within each of the notches 31 31 is a holding member 33 having the hooked portion 34 adapted to engage the under sides of the walls 6 6 of the tie. Each of said holding members 33 33 has the-portion 35, which is adapted to be distorted, as, for example, by means of a blow or blows from asledge to move intoholding relation with a corresponding clamp 29. For this purpose the clamps 29-29 will be provided with recesses 36 36 for the reception of the extremities of the portions 35. The normal cross sectional contour of each of the holding members 33 is illustrated in dotted lines at both the right hand sidesand the left hand side of Figure 2a. At the leftV hand side of Figure 2a the holding member 33 is shown in dotted lines|` as it is being in serted in the corresponding notch 3l. At the right hand side of Figure 2a thelholding member 33 is illustrated in a position having abutting relationship with the shoulders 32 32 of the notch 31 with the hooked end` portion 34 engaging the under side of the walls 6 6.. Both sides of Figure 2e show the holding member 33 after same has been swedged, as, for example, by the use of a Sledge, into a position such th-atthe extremities of each of said holdingmembers 33 33 has engagement with the corresponding clamp 29 and the corresponding shoulder 32 of notch 31.

The holding means illustrated in Figures are simple to operate and will be effective in holding the rail in proper .position. Said holding means may be readily removed, however, when necessary, with a minimum of inconvenience. The material of holding member 33 will be so chosen that Wfllile it mayqbe ,distorted with a sledge,

nevertheless ,it -will have suficient stiness torernaill ',ll its holding position regardless ouflsliocks encountered in service. i

Figunes 2b ,and 3b illustrate a l further maded rail holding means. According to tlrefstnucture shown in these figures afpair oi ,clamps 292-29 are used, leach" adapted t0 bearfipen 'the base of the rail 2. Said clamps are mounted within 1 notches 30a-30a in the 1li-,piper walls 1of the tie adiaeent t0 :the longitudinally extending Slot 7, VSaidclamps 29-.29 are held in place by means Vof bolts `30P-80h, `which bolts have elongated heads 300,-.300. Suitable nuts andlock washersmay ybe provided for securely,- boltingthe clamps 292-29 tothe lthe upper :par-t .of the tie l. `Said piece of insulating `material is indicated .by the numeral 3 7 and has Ithe :flaps 38-38 struck down 4therefrom and located :between the rib 9.of the tie. plate 8 and the two .adjacent wallsof the' members {3P-...6b. Said insulating member 3,7 also has the turned up portions itl- 39, which are folded over .upon the euppersides .of thebase of .the rail 2. Said upper yportions 39-39 are held in place by means .of the clamps .2W- 29.

Figure v3 further shows a construction in which thetie plate 8 fits the upper part of theftie both at. the vrib `9 and at the sideedges v'8G-8. :The present invention contemplates .such a construction, which, thouglrfit does not present the advantages oit v'ini-tial .cushioning which are .present in the vother. Vconstructions illustrated, -nevertheless presents a very valuable cushioningeffectandt also presents advantagesy in common xwith the other forms of the invention, which .advantages will 1be referred to hereinafter..

Y- Referring now-more generally tothe functions `ofthe present invention, itmaybe re. peated .that the rst requirement of a -railroad' itie is strength, vso .that it .can prop.- erly support the rail and .distribute the wheel load v.tol the 4roadbed. -Another requirementzis-resiliencw, soas to absorb theshoeksapplied by vthe wheel load. yThe construction `embodying the present invention possesses the above mentioned qualities, as will =be explained.

According to the .structure .shown in Figure 3, lwhen the tie is free from load-the flange` portions 6 6 will vbe spacedslightly from the rib 9 of the tie plate 8, while the edge portions 8-S of 'said tie plate -will be iny engagement withk the side walls 5v5 of the tie. When :the loadfrom the c ar wheel presses the rail downwardly, this jload is transmitted to the tie plate .8, AAccording 'to ythe .structure shown in Figure 3, the edges 8f-8 of the tie plate 8 will engage the yrounded Aport-ions of the walls 5ft), `forcing them together luntil their edges are pressed .against the rib 9 Iof the tie plate 8. yThe 4tie acts as a cushion, dissipating the effecty ofthe first blow. By reason o f the fact that the edges ofthe portionsfof the tiel are now firmly engaged against the rib '9 of the tie plate 8, said part-s are subfstantially locked together and act as Yan `integral member. The initial cushioningaction abo-ve refer-red to vmay belikened to the action `of cantilever springs, the side walls 5-5 being fulcrumed about the bulb sections A'fter the portions 6-6 are firmly engaged with the vrib 9, the yaction of the tie .may be likened to that of an velliptic spring. When the parts are in the positions immediately, above referred to, vthat is--with .the portions G-6 in firm engagement with the rib k9 of the tie plate 8, the tie, due to its elliptic spring action, is adapted to absorb shocks very effectively and at 'the same time is adapted tosustain without deformation inuch heavier loads than can be supported by a rigid section of the same weight or which has the same .outside dimensions.- t

According. to the structure Ashown in Figure 31?, the initial cushioning action A is duc lto a springaction, which may also be likened to a cantilever spring action, the portions (3b- 6" swinging about the portions 5b-5b as JEulcrums. i-,ccording to the structure shown in Figure 3b., under.k unloaded conditions the juxtaposed Iedges of' the flanges (3L-Gl closely engage the downwardly struck flaps A38-38 which abut the sides of `rthe rib 9 of the plate 8. The edge portions 8C-f8 of the tie plate 8, are, when the tie is not under load,spaced afshort :distance from the side walls 5f-,5 .and-,the overlying ,electrical insulating member 37. Vhen the load from the `,car wheel presses the lrail downwardly, the portions ,6b-,6b are swung downwardlyabout the portions .5b-a5 as fulcrurns` resulting in ,the movement outwardly of saidl pontions 5b`-5b, whereby 1a vfirm gripping relation.- ship is yestablished a,between the zedge portions 8.-8 of, the tie plate 8 and the -portions ,5b-5b of the tie. Flanges 61 and side walls 5.-5 both have cantilever spring yactions. The tie ,acts as .a icushion, dissipating the veffect of the first blow: Due to the gripping effect of v'therib` and ledge portfOIlS 8"-8 A11131111 :the tiel, the tie will theme after act with an elliptic spring action, whereby to providean effective cushion for heavy loads.

The actions of the tie in the structure shown in Figure 3 and Figure 3b are quite similar in fundamentals, the initial 'cushioning being accomplished in each instance by a cantilever spring action, the net result of which is to cause a gripping engagement upon the tie between the rib 9 and the edge portions 8-8 of the tie plate. After the firm gripping action is accomplished further cushioning action is accomplished' by the same movements in each instance.

The improved tie according to the present invention can replace the old wooden ties or the steel ties as now known and used without enlarging the holes in the road bed and without disturbing said road bed. It will` therefore, be understood that the new tie constituting the present invention not only offers as much orgreater supporting power or strength as other ties of the same weight, but has, in addition, unusual resiliency and actually functions asa spring cushioning the wheel blows on the rail, thus preserving the rail from the crystallizing effect of repeated blows. l

A further advantage of the improved tie constituting the subjectmatter of the present invention may be-explained as follows. A train in passing along the track sways from side to side due tothe forces developed by its speed, by unequal loading of the cars and by unbalanced construction particularly in the springs which distribute the weight of the ear and its load to the wheels. The result. is that in actual practice wheel loads are frequently applied with a` greater force to one rail than to the other, causing reactions in the railroad tie, whereby a pair of forces is developed, one downward and the other upward. If the tie is of uniform section (as ties have hitherto commonly been made), said ties being rigid and of equal strength throughout, this pair of forces causes a tendency to lift up the tie beneath the rail where the lesser load is applied, with the result `that the tie becomes loosened in the road bed and the track is made uneven, which in turn aggravates the effect of the swaying motion' of theitrain.

The improved vtie constituting the subject matter of the present invention is Vnot subject to such action. Even when the tie plate 8 becomes interlocked vwith the tie, the

tie `retains its flexibility between the rails,

because the slot 7 remains open and permits the top portions 6-6 orL-Gb to act as springs, absorbing any reaction due to unequal "loading, so that no pair of forces is developed. Therefore, the region of the-tie between the rails does not act as a lever dety, rimental to theV good condition of the track,

locked in the road bed and oiferresistance to any horizontal forces developed from unequal loads which may tend to push the tie and the track sideways. `Furthermore, the corrugated bottom of the tie adds to the strength thereof and prevents any buckling of the same. y

A further advantage lies in the fact that thev symmetrical shape of the tie insures that the wheel load is always transmitted centrally to the tie and never to one of the side edges thereof. The result of this construction is that no rocking motion occurs when load is applied off center. The present invention, therefore, prevents loosening ofthe tiesin the road bed and the prying loose of the faste-ningsof the rail.

On account of the secure and dependable means for fastening the rail to the tie and the true support given to the rail by the impro-ved tie and tie plate, the width vof rail flange necessary may be materially reduced from presentpractice, and the mate-4 rial of the rail maybe distributedv 'to givea y substantial increase in the girder strength of the rail. Expressed in other language, the material which is at present, required in the base of the rail may be reduced,fand, without increasing the weight of theV rail, said rail may be reproportioned to increase the web section l for increased Agirder strength. i

Though preferred embodiments of the present invention have been described in detail, it will be clear that many modifications may be made without departing `from the scope of the invention. It is intended to cover all such modifications that 4fall within the scope of the invention as defined bythe f determined distortion has occurred 4f. A railway cross tie, comprising a holilow member slotted longitudinally, said cro'sstie having sloping/side walls'- andfhaving its base corners curved andi reinforcedl whereby side walls may act as springs.

5. A railway' crossltie,comprising ajfholrv low'v member slotted; longitudinally, saidf cross t'i'e" having sloping side walls', andI means mounteduponl said cross tieto' cause saidti-e to' operate with a2cantileveil`v spring action under initiall loadsiandltfo cause sai'dl tie to act asf an elliptic'-spring'iater apredetermined flexu're hasV ooc'ui'i'ed. Y

6'. A railway cross tie, coniprisingrai holr low member* slotted longitudinally, saidi cioss'tie being symmetiicall in o'ross's'evctionf and` having s'lopirfg" sidel walls', topi walls; and ab'ase, the-edges between said sible-Walls and said base" being! rounded',l and!A means mounted upon! said tlie fori moving; `saidl sid'e7 walls'l with a cantile'verik action', said "means being provided Iwith anl abutment portion mounted in? said slot' and` with 'other''abutn I'r'ie'jnlir portions' adapted to ooopeiatewitli' siti'd tie and with ysaid iirst mentionedabut ment portion to cause said tie after prei determined nenne to operate as an elliptic spring.

7.V railway' cross tie, Comprising" al holilowk member slotted longitudinallyg a- `tie plfate mounted thereon", said tie p ate' having abutmentl portions'v adaptedto" engage the4 outer walls of said cross ti'e and haring an.

-abutment portion adapted to lie witli'inthe' slot in said member, whereby after a predetermined iex-ure said portions will grip said tie to cause same to operate as a stiff spring.

8. A railway cross tie comprising a hollow member slotted longitudinally alongits topk portion and having ,itsV bottom portion corrugatedzw'ith the hills andvalley's of said corrugations extending both longitudinally and transversely of the length of said tie.

9; nf: Combination, a railway @ross ne, ooniprisinga hollow member slotted longitudinally, a` plate mountedupon saidmem# ber', said plate?` being providedwith portions adapted to embrace said hollow member and igseogoee" having ay portionS locatedin "said slot, said portions' being' disposed' ina positioni to grip' said hollow member atte-1' a predetermined distortion has occurred, a railroad railv carried Aby said plate, and holding means hav'-A ing' portions disposed in' said slot lor secur-` ing' said rail toc said tie;v

l0: In combination, a railwayT crosstie' comprising aV- hollowl member slotted longitudinally, a: plate mounted upon said member adjacent Vtosaidi slot, said plate being: provided"Y with' an abutmentportion lying inl said? slot and other abutment vportionscoop`- eratingwit'h1 said' rst' mentioned abutment portion, aE rail carriedby said-tie, and" securingzmea-ns for holding said' rail' in' posi tion on 'said't-ie, saidl securing? means having. portions' disposed; in said' slot;

1l. In combination, railway cross tie comprising a' hollow member slotted longitudinally, platc mounted. uponf said mem berk adjacent! to saidfslot, sai-dv plate` being. provided with an abutmentportion lying.' in saidf slot' and other abutment port-ions cooperating with said iist"mentionedl abutment portionvv saiduabutinenb portions bei-ng. positioned' to ypermit a predetermined distort-ing movement ott; saidtie and to grip sai dtie after saidpredeterminedI distortion has occurred', atrail', and: seouring means orliololing said raillin 'positionl on said taie, said securing means including portions located inf'safid-` slotf '12.' In combination,-arailvvalyf` cross tie comprising a hollow member slotted longitudinally, said/cross tie 'ha-ving sloping side.` walls and having its fbasecorners curved andrei'nforced 'whereby said side wallsf may act as springs, a rail-,andfsecuring means forholding said rail uponE sa-idftfie',I said securing means including portions extend-ing through said slot. y

1'3.= In combination, aj railway cross tie comprising a' hollow member-slotted longitudinally, a= tief plate mounted thereong-said tie` plate `having abutment portions adapted to engage the outerwalls of said'cross-tie and havingL an' abutment portion adapted to lie within the slot in said membem` whereby after a: predetermined flexu're said' portions will grip said tie to cause sametooperateas a stiff spring, ai rail, and-meanstor securing said vraili'nv position' on said tie, said' securing means including portions extending through said slot.

14. In' combination, a railwayv cross tie havingy a top wall provided with a longitudinally extending slot, mea-ns`l adapted un-I der the effect ofload to urge said tie toward slot-closing position for Cushing' purposes, a rail' upon said# tie', a tie rodlying within saids'lot and? having a hooked over portion engaging one: sidejof the base of" saidA rail,

and rmeansincluding a memberv engaging said cross tle for holding sald tle rod securely in rail engaging position, said tie rod being disposed relative to said tie and said means to exert. a substantially horizontal pull therebetween.

15. In combination, a railway cross tie having an upper wall portion provided with a longitudinally extending slot, means adapted under the effect of load to urge said tie toward slot-closing position for cushioning purposes, a rail having a base supported by said tie, a substantially horizontal anchor bolt having a hooked end portion for engagement with one side of the base of said rail, said cross tie being provided with shouldered portions for taking the reaction set up at the other side of said rail by the pull of said anchor bolt.

16. In combination, a railway cross tie having an upper wall portion provided with a longitudinally extending slot, means adapted under the effect or" load to urge said tie toward slot-closing position for cushioning purposes, a rail having a base supported by said tie, a substantially horizontal anchor bolt having a hooked end portion for engagement with one side of the base of said rail, said cross tie being provided with shouldered portions for taking the reaction set up at the other side oi said rail by the pull of said anchor bolt, and means including screw-threaded mea-ns cooperating with the other end of said anchor bolt for exerting a. pull upon said anchor bolt against the first mentioned side of the base of said rail.

17. In combination, a railway cross tie comprising a hollow member having a top portion provided with a longitudinal slot, means adapted under the effect of load to urge said tie toward slot-closing Vposition for cushioning purposes, a rail supported by said cross tie, an anchor bolt having a hooked over end portion for engaging one side of the base of said rail, said anchor bolt having shouldered portions engaging the under side of the top portion of said cross tie adjacent to said hooked over portion whereby said hooked over portion may have a gripping action upon the base of said rail, said top portion of said cross tie having shoulders for taking the reaction set up at the other side of the base of said rail by the pull of said anchor bolt.

18. In combination, a railway cross tie comprising a hollow member having a top portion provided with a longitudinal slot,

means adapted under the effect of load to urge said tie toward slot closing position for cushioning purposes, a rail supported by said cross tie, an anchor bolt having a hooked over'end portion for engaging one side of' the base of said rail, said anchor bolt having shouldered portions engaging the under side of the top portion of' said cross tie adjacent to said hooked over portion whereby. said. hooked over portion may have a gripping action upon the base of said rail, said topportion of said cross tie having shoulders for taking the reaction set up at the other side of the base of said rail byk the pull of said anchor bolt, said anchor bolt occupying a substantially horizontal position but having a portion slanting upward and readily operable screw threaded means upon said upwardly slanting portion for controlling the tension of said anchor bolty 19. In combination, a railway cross tie having an upper portion provided with a longitudinally extending slot, means adapted under the effect of load to urge said tie toward Slot-closing position for cushioning purposes, an anchor bolt mounted in said slot, said anchor bolt having a hooked over end portion and lmeans adjacent to said hooked over end portion for engaging the under side of the top portion `of said cross tie, a rail supported by said cross tie, said hooked over end portion being adapted to exert a wedging action upon one side of the base of said rail, said cross tie being provided with a shouldered portion for receiving the thrust set up by the pull of said anchor bolt upon the base of said rail, said anchor bolt having a substantially horizontal portion and an upwardly slanting portion, and an abutment member mounted in a position substantially normal to the slanting axis of said anchor bolt, said abutmentmember having abutting relation with the upper and lower sides of the upper portions of said tie and screw threaded means cooperating with said abutment member for holding said anchor bolt in rail holding position.

Signed by FELIX L. McMANUs, at Philadelphia, Pennsylvania, this 7th day of April, 1925, and by CHARLns I). KIMMEL, at Gary, Indiana, this 10th day of April, 1925.

FELIX L. MGMANUS. CHARLES P. KIMMEL. 

